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SECOND REPORT | 
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oe! | ; OF 42); : 


CHARLES L. SCHLATTER, 
Ai PROROIPAL ENGINEER 
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UIN —* a THE STATE OF PENNSYEVANTA, 


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hy * Rin AL COMMISSIONERS, 





RELATIVE TO THE CONTINUOUS 


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ILROAD FROM HARRISBURG TO PITTSBURG, = 


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Read in Senate, Jan. 15, 1841. 











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REPORT. 


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fo the President and Board of Canal Commrissroners : 


GENTLEMEN :—Since my appointment of August 1. 1839, as Engi 
neer, directing the surveys fora continuous railroad from Harrisburg 
to Pittsburg, instrumental examinations and locations wpon the several 
routes, which were selected as presenting the most favorable features 


for aline of railroad, without inclined planes, have exceeded one thou- 
sand and sixty miles. Reconnoisances, to a great extent, have also 
been made on nearly all the routes which were recommended to my 


notice by vitizens residing in the several counties, lying between the 
Susquehanna river and Pittsburg. I regret exceedingly, that I am 
not able to say «ii the routes, for | was most anxious that every one 
between the Susquehanna river and Pittsburg, which upon reconnol- 
sance, appeared at all practicable, should be submitted to the test of 
instrumental examination, if only for the purpose of satisfying the 
minds of those citizens who are interested in the course of the pro- 
jected railroad, and who cali loudly for such information as will cons 
vince them, either that they have recommended the course of the best 
route on which the railroad should be constructed, or that they have 
been mistaken in their conclusions, when believing that the most 
feasible route is that in which they are interested. 

The limited amount of the funds appropriated, prevented me from 
extending the surveys as far as I had intended; but by confining my- 
self to what appeared the most practicable routes, I have been enabled 
to complete continuous lines from Harrisburg to Pittsburg, by three 
grand routes, designated in my report of last year, as the Northern, 
Middle, and Southern routes. 

A recapitulation of the prominent features of these routes, will pre- 
vent the necessity of referriag to the description given in my report 
to your Board, December 27, 1839. 

_. Amore minute detail will be given hereafter, whilst describing the 
progress of the surveys on each route. : 


THE NORTHERN ROUTE 


eomnieénces at Harrisburg, and follows the valley of the Susquehanna 
ipaiioriiargper and, thence by the West Branch to, the mouth of the 


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4 


Bald Bagle creek, and by the valley of the Bald Eagle, and one of its 
tributaries, to the summit of the Allegheny mountain, where it passes 
through a ‘depression known as Emigh’s Gap, from thence descend. 
ing the western slope of the mountain, itcrosses the Moshannon creek, 
passes to the Clearfield creek, and follows that stream to its junction 
with the Beaver Dam branch, thence ascending the Beaver Dam branch, 
crosses the head waters or Chest creek, to the head waters of the Black 
Lick, descends the Black Lick, crosses the Conemaugh near Blairs- 
ville, and pursuing a very direct course through Westmoreland county, 
strikes the Monongahela river at the mouth of Turtle creek, whence 
itis carried by the eastern shore of the river to Pittsburg. 


THE MIDDLE ROUTE 


will occupy the same ground as the Northern Route, from Harrisburg 
to the mouth of the Juniata river. ‘Thence it diverges, and follows 
the valley of the Juniata river to its junction with the Little Juniata. 
By the Little Juniata and Sugar run, it attains the summit of the Al- 
legheny mountain, where it passes west, through a depression two 
miles north of the Portage railroad, known as Sugar run Gap. From 
this point, two sub-routes have beer surveyed; one by the Cone- 
maugh, running nearly parallel with, and using a portion of the Port- 
age railroad, the other pursuing the course of the Black Lick ; both 
routes crossing the Conemaugh, and joining the Northern Route near 
Blairsville, follow the line already described, to Pittsburg. 


THE SOUTHERN ROUTE 


is that projected from Chambersburg to Pittsburg, passing through 
the counties of Franklin, Bedford, Somerset, Westmoreland, and Al- 
legheny. 

This route was surveyed by order of the Board of Canal Commis- 
sioners, by Hother Hage, Esq., Principal Engineer in the service of 
the State of Pennsylvania, during the summer and fall of 1838, and 
a line of railroad located, upon which no grade exceeded sixty feet 
per mile. This line, upon examination, has been adopted, with but 
few variations ; and the estimates, gradients and curvatures, with little 
alteration from Chambersburg to Laurel Hill, have been embodied in 
the material forming that portion of my report which relates to this 
route. 

The surveys on the Southern Route, include the location of a 
M‘Adamized road from Loudon, in Franklin county, to Laughlins- 
town, in Westmoreland county, prosecuted in accordance with a pro- 
vision in the sixth section of ‘* An Act to provide for continuing the 
Improvements of the State, &c., viz : ‘I‘o complete the Survey of a 
Railroad from Harrisburg to Pittsburg, * * * * * * andthe 
Engineer surveying the same, in connection therewith, is hereby 
authorized to make a survey to ascertain the practicability of a M‘Ad- 
amized road of an easy grade, from some point at or near Chambers- 


» es 


5 


burg, to a point west of Laughlinstown.”’ ‘The perfect practicability 
of this road, has been ascertained, and the distance by the line sur- 
veyed with no gradient exceeding two and a-half degrees, (or two 
hundred and thirty feet per mile,) only exceeds that by the old turn- 
pike, eleven miles. 

The practicability of forming the road from Loudon to Chambers- 
burg, is so well known, that I did not deem it necessary to carry the 
surveys farther than Loudon. 

Owing to the great extent of the lines which have been surveyed, 
and upon which it will be necessary to make careful estimates of the 
cost, 1 shall not be able to lay before you the maps, profiles, estimates 
and comparisons upon the several routes, before April, when you 
will be enabled, beyond a doubt, to ascertain the various merits and 
demerits of each line, and to decide from facts which cannot be dis- 
puted, the route which should be recommended to the attention of the 
citizens of Pennsylvania. Local advantages and local interests, do 
not, in my Opinion, properly pertain to the department of an Engineer. 
Holding this opinion, and having been left untrammelled by interme- 
diate points, between the place of starting and the destination of the 
road, I have endeavored, as far as lay in my power, to discover the 
nearest, cheapest, and Best route for a railroad between Harrisburg 
and Pitisburg. It remains with your Board to decide which route 
would prove most beneficial to the interests of the State, as it is by 
no means certain that the shortest road would prove most profitable, 
for the resources of the country which may be developed by the longer 
Jine, might counterbalance and even exceed the advantages gained in 
distance, by the shorter, whilst many other benefits might arise in the 
course of the investigation between the rival lines, which may place 
the longer route in a position to be the most conducive to the pros- 
perity of the Commonwealth. 

‘The surveys this year were commenced early in the season, and 
as it was very uncertain that a further appropriation would be made 
by the Legislature, I directed the three corps of engineers, under my 
charge, to commence their operations on the Middle Route, as that 
route was undoubtedly the shortest, and I was desirous to lay before 
your Board, at least one continuous line from Harrisburg to Pittsburg. 
As soon as it was known that a further appropriation was made for 
the prosecution of the survey, ILremoved two corps from the Middle 
Route, and placed one on the Northern and one on the Southern 
Route. ‘The delay thus caused by the time consumed by one corps 
on the Middle division, prevented me from pursuing the plan I had 
proposed of surveying the West Branch of the Susquehanna, from 
the mouth of the Bald Eagle creek to its sources in Indiana county, 
thence down the ‘I'wo Lick and the Black Lick creeks, to Blairsville, 
there to join the route already described to Pittsburg. I do not con- 
sider the Northern Route as being in a fair condition for comparison 
with the other routes, until this portion is carefully surveyed ; for it 
is well known that although the distance will,be considerably in- 


ereased over the route I have surveyed by the Clearfield, Chest creek 


\ 


G 


and Black Lick, yet the summit is much lower, and the route will 

ossess the advantage of less rise and fall, and lower gradients. . The 
number of miles which remain to be surveyed from the mouth of the 
Bald Eagle creek, to join the surveys on the Black Lick, will not 
exceed one liundred and fifty miles. 

On the Southern Route many surveys might be made connecting 
with the Middle Route, which would develope the resources of the 
country to a great extent, and be valuable as documentary evidence 
of the practicability of making railroads, which would prove profita- 
ble to a section of the State where so few public improvements have 
been made. My attention was directed by committees appointed at 
public meetings, to several routes which were recommended as pos- 
sessing great advantages. My time was so constantly oceupied in 
visiting the several corps engaged in field duty, and in reconnoisances 
upon the main lines, that | found it impossible personally to. inspect 
all the routes recommended to my attention. 

The following list exhibits the most prominent lines remaining yet 
to be surveyed, appertaining to the Southern and Middle Routes: 

From Petersburg on the Susquehanna at the mouth of Little Juni- 
ata creek, through Sherman’s valley, passing the Tuscarora mountain, 
to the big Aughwick, and by that stream to the Juniata river. This 
route lies in Perry and Huntingdon counties, and the distance esti- 
mated as requisite to be surveyed, so that its practicability can be test- 
ed, is forty miles. 

The next route is from Sideling Hill to the Juniata by way of the 
Big Aughwick creek; the line to be surveyed lying altogether in 
Huntingdon county—distance to be surveyed estimated at twenty 
miles. | 

A route is proposed from Bedford to Johnstown, by Stony creek, 
passing through Bedford, Somerset and Cambria counties—distance 
to be surveyed estimated at fifty miles. 

A route between Bedford and Cumberland, to connect with the 
Baltimore and Ohio Railroad, by way of Buffalo creek, was strongly 
recommended to be surveyed—this distance will be forty miles. 

The survey for aroute between Somerset and the junction of Jacob’s 
creek with the Youghiogheny, connecting with Pittsburg by the line 
located for the Baltimore and Ohio Railroad, has been estimated at 
sixty miles. 

The survey for the line from Ligonier to Johnstown was commenced, 
and fifteen miles instrumentally examined during the past season.—_ 
The necessity of finishing the continuous line on the Middle Route 
from Petersburg on the Juniata river, to Huntingdon, compelled me 
to relinquish the survey until more time was allowed for its prosecu- 
tion. Fifteen miles is the distance estimated to complete the connec- 
tion between Ligonier and Johnstown. 

On the Middle Route there remains about seventy miles toe be sur- 
veyed for the purpose of ascertaining, if it be practicable, to shorten 
the line in a few places. The route by which the greatest distance _ 
may be saved, is proposed to be surveyed from Petersburg, near the 


7 


mouth of the Little Juniata, Huntingdon county, to Lewistown, Mif- 
flin county, by the way of Sharer’s run, Belleville and the Kishaco- 
quillas valley. If this route shouldbe found, upon examination, to 
present favorable features, a distance of ten miles may be cut off from 
the Middle Route, and the whole distance from Philadelphia to Pitts- 
burg reduced to three hundred and thirty-eight miles. 

On the Northern Route many lines have to be instrumentally ex- 
amined, the most important of which is that extending from the mouth 
of the Bald Eagle creek, Clinton county, up the West Branch of the 
Susquehanna to its source in Indiana county, and thence by the Two 
Lick creek to the line already surveyed on the Black Lick. By this 
line I feel now convinced that much lower gradients can be obtained 
than by the route | have examined, although the distance will be 
increased considerably; how much I am not now prepared to state, but 
the distance will, I think, be more than counterbalanced by the saving 
in rise and fall, and the obtaining of more favorable gradients. 

In my report of last year I gave you a list of routes to be surveyed, 
and have thus described the Bald Eagle and Nittany valley routes, 
projected to save distance :—‘‘ It leaves the Susquehanna at the mouth 
of White Deer creek, in Union county, and proceeding up the valley 
of this stream, passes through the Nittany mountain, at the 'T’ spring, 
head of Big Fishing creck. thence descending on the slopes of the 
Nittany mountain and by the ridge skirting Little Fishing creek, to 
the table land of Nittany valley, thence through the Spring creek, gap 
in the Muncy mountain to the valley of the Bald Hagle creek, where 
the line will unite with the route already surveyed at or near. Miles- 
burg’’—distance estimated to be surveyed is forty-five miles, 

The Penn’s creek route is also described, in the report above 
alluded to, as leaving the Susquehanna at Selinsgrove, in Union 
county, and following the valley of Penn’s creek, passes through the 
highly cultivated region on its borders, and by the towns of Earlys- 
burg, Bolesburg, Pinegrove, Gatesburg and Warrior’s Mark, to the 
junction of the Little Bald Eagle and the Little Juniata~-thence by 
the valley of the first named stream to the vicinity of Hanna’s fur- 
nace, where it unites with the route already surveyed. This route 
has the advantage oyer the route by the West Branch and Bald Eagle, 
it being about twenty-five miles shorter—distance estimated to be 
surveyed is ninety miles. 

The whole distance remaining to be surveyed, to establish the routes 
as far as ascertained, is five hundred and sixty miles. 

The above enumerated routes proposed for examination pertain to 
the line of survey for a continuous railroad from Harisbirg to Pitts- 
burg. I would wish most earnestly to call the attention of the Board, 
also to the necessity of ascertaining the practicability of constructing 
a railroad from a point on the proposed fine of railroad from Harris- 
burg to Pittsburg, on the Conemaughat or near Blairsville to Erie, on 
Lake Erie. 

Previous to entering upon a detailed description of the routes, I 
would wish to express the entire satisfaction 1 feel in the manner in 
which the several surveys have been conducted by my principal 


8 


assistants, Messrs. J. C. Stocker, S. M. Fox, and J. A. Roebling, 
and the corps under their immediate charge. Living almost entirely 
in tents, and traversing for the greater part of the time occupied by the 
survey the wildest portions of our State, they pursued their laborious 
occupation with a steadiness and perseverance which overcame every 
obstacle ; and I am happy to state, that whenever an opportunity has 
offered for testing the work done, (and these opportunities have occur- 
red more frequently on this than upon any survey upon which I have 
been engaged.) the accuracy with which the levels and the compass 
lines have joined, prove the care and skill shown by the parties em- 
ployed on the survey. 


The route for a continuous railroad which will connect Harrisburg 
with Pittsburg by the shortest distance, and with the least expense, 
has been found to be that already noticed as the Middle Route. 

The results of the surveys on this route have proved so much more 
favorable than I had any reason to expect, that | am induced to give 
to your Board a more detailed description than I had intended in this 
report. ‘The importance of the discovery of a line of railroad from 
the canal at Huntingdon, in Huntingdon county, to Johnstown, in 
Cambria county, by which all the inclined planes on the Portage 
railroad can be avoided, with an increase of distance of only four 
miles over the route by the canal and Portage railroad, (without any 
inclination exceeding forty-five feet per mile,) also induces me to 
enter more minutely into the details of the surveys than this report 
would otherwise warrant; as [ had intended only giving a general 
description of the manner in which the surveys had been conducted, 
with their results, leaving for my last report, when the estimates, 
maps, profiles, &c., should be delivered to your Board, and all the 
details of the line surveyed. ‘Ihe route above mentioned, and others 
connected with the Portage railroad, will be noticed in the following 
description of the 


MIDDLE ROUTE. 


From Eiecabis to the mouth of the Juniata river, the line for the 
Northern and Middle Routes is the same. The surveys were com- 
menced in the early part of May, by Mr. J. C. Stocker, principal as- 
sistant, at the canal basin in the borough of Harrisburg, and a line 
traced along the slope of the ridge between the canal and the river, 
to a point near the old burial ground, three miles from Harrisburg, 
where the ridge was crossed and the line carried to the flats in the 
neighborhood of Carson’s ripples, in the Susquehanna river. The 
lme crossed the river at this point, and the length of the contemplated 
viaduct ascertained to be four thousand two hundred feet, and the 
height twenty-seven feet above low water. Subsequent examinations 
conducted with great care, have enabled me to cross the river at a 
more favorable point, four miles and a-half from Harrisburg, where 
the length of the viaduct will be reduced to three thousand eight 


9 


hundred and twenty feet, and as the line is prolonged on the eastern 
shore of the river, about half a mile from the crossing at lirst proposed, 
an expensive portion of the road was avoided on the western shore of 
the Susquehanna, where the mountain projected into the river, and 
where a costly wall and rock cut would be necessary. 

_ The line as now located has been carried as far as possible on the 
eastern shore of the river, and we are forced to cross at or near the 
point proposed, as by proceeding father with the line we should in- 
terfere materially with the canal and turnpike in their passage around 
the bluff point of Kittatinni mountain, whilst on the opposite side 
of the river we have nothing to interfere with the line, of more import- 
ance than a county road. ‘The lateness of the season prevented me 
from surveying a line from the point of crossing the river to Harris- 
burg, by the river bank. ‘This line I think will prove more favorable 
than the one surveyed. 

From the western termination of the site for the viaduct, the line 
was traced along the western shore of the Susquehanna, crossing 
Sherman’s creek, and passing through the town of Petersburg at the 
mouth of the Little Juniatia creek. Continuing on the same side of 
the river, the line is traced to the mouth of the Juniata, and by the 
south shore of the Juniata, passes through Newport to a point near 
Lewistown, and crosses the pool of the feeder dam and the canal by 
a viaduct nine hundred and sixty feet in length, at an elevation of 
twenty-seven feet above the water. 

In the report of Mr. Stocker to me upon this route, he observes, 
«‘ that upon the whole of the line thus far examined, no gradient will 
be required exceeding twenty feet per mile, and no curvature having 
less than one thousand feet radius, with the single exception of the 
approach to the eastern end of the Susquehanna viaduct, where a 
curve of five hundred feet radius for a short distance, is rendered un- 
avoidable by the near approach of the canal... No difficulties of an 
extraordinary character present themselves on any portion of theline. 
The valley of the Juniata presents a succession of flats and bluff 
points projecting into the river. ‘The surveys were conducted along 
these bluff points with the view of keeping the grade of the road 
always above the highest freshets, and over the flats with the purpose 
of combining’straight lines, with eeonomy of construction and mode- 
rate gradients. ‘I'he canal will, in no place, be interfered with, or 
encroached upon by the line of the railroad, te an extent sufficient to 
cause any very material change from its present location.” 

From the point of crossing the Juniata river near Lewistown, a 
survey by the valleys of the Kishacoquillas and Mill creek was 
strongly recommended by the inhabitants of Mifflin and Huntingdon 
counties, for the purpose of shortening the distance between the 
mouths of Kishacoquillas creek and Mill creek. Reconnoisances 
were made, and the result appeared so favorable that I directed the 
survey to be carried through those valleys, intending at the same 
time to trace lines also by the valley of the Juniata. ‘The want of 
time prevented this survey from being effected, but the data obtained 


10 


from the levels and distance of the canal, will enable me to determine 
the gradients ; and the character of the work is so much the same for 
the whole distance from the point of divergence at the Juniata to the 
mouth of mill creek, that there will be no difficulty in forming a 
tolerably correct estimate of the cost of grading the road bed. ? 
The line actually surveyed crosses the Kishacoquillas creek to the 
western side near the upper end of the borough of Lewistown, andis 
continued on that side to the road leading to Rawle and Hall’s forge, 
passing over favorable ground for the greater part of the distance, 
excepting about six hundred yards in the vicinity of Mount Lock 
grist mill, where it encounters a steep side hill descending abruptly 
into the creek, requiring some excavation in rock and embankment. 
The mill must be removed. From this point to the commencement 
of the narrows in Jack’s mountain, (near Brown’s mills,) a distance 
of four miles from Lewistown, the ground is highly favorable and 
the course of the line very direct. ‘The gap in the mountain consti- 
tuting the narrows above referred to, is a little over one mile inlength. 
For the greater portion of this distance the line is carried along the 
hill side about ten feet above -the water in the creek, and the bed of 
the road must be formed by displacing the large stones which are 
lying profusely scattered on the surface, and with them forming a 
supporting mass in the lower side of the road, and filling up the 
space thus formed, with a suitable material, which can readily be ob- 
tained at the extremities of the narrows, and in many places from the 
opposite side of the creek. For a distance of five hundred feet, the 
line will interfere with the Lewistown and Brown’s Mills turnpike, 
which can, however, be moved at a small expense. At a distance of 
five miles from Lewistown, the line again crosses the Kishacoquillas 
to the western side, and there takes a direction nearly parrallel with 
Jack’s mountain, ascending by the west branch of the Kishacoquillas 
to the summit between that stream and Sadler’s creek, a distance of 
nineteen and a-half miles from Lewistown, and elevated five hundred 
and twenty-three feet above the basin at that town, and nine hundred 
and fifty-four feet above the tide. No difficulty of any magnitude or 
deserving of particular description occurs upon any part of this line 
from Brown’s Mills to the summit. On the contrary, the peculiar 
formation of the country admits of the construction of a road in the 
cheapest manner. The stream is never subject to freshets of more 
than three feet in height, and the ice formed in the winter season is 
not of a description to cause the slightest injury to works constructed 
with any regard to permanency. It flows also through a valley 
bounded in almost every instance by an alluvial flat upon the one 
side, and a hill generally of moderate height and easy slope upon the 
other. We have availed ourselves of this combination of features to 
locate the line as nearly as possible in the general direction of the 
valley of the stream, without much regard to the actual water course, 
making our grade line to correspond as nearly as possible with the 
natural surface of the soil. By the surveyed line the stream is crossed 
twenty-seven times between Lewistown and the summit: but by the 
P| 


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Li 


line as located, seventeen bridges only will be required, and the chan- 
nel of the stream itself will be removed in three places, requiring a 
total length of excavation for this purpose of about five hundred yards. 
The cost of the bridges will be inconsiderable, on account of the 
small amount of water way, the little elevation required, and the 
abundance of materials at a convenient distance from thegwork. 

The line passes half.a mile south of the village of Greenwood, 
and attains the summit near the house of Jacob King, about one mile 
east of the village of Allenvale, and passing thence by a cut fifteen 
hundred feet in length, and fifteen feet at the maximum depth, com- 
mences to descend by the valley of Sadler’s creek. 

For a distance of three miles from the summit, the ground though 
gently undulating, presents no obstacle of importance; but at this 
point the valley of Sadler’s creek assumes a more decided ch aracter, 
and we are necessitated to adopt the steepest gradient considered 
admissable upon this portion of the route, viz. 26.40 feet per mile. 
For a distance of six miles ‘from this summit, the same plan as that 
pursued upon the Kishacoquillas was adopted, this grade line having 
been found to correspond very well with the natural slope of the 
ground, but here the fall of the creek increased to such an extent as 
to compel the location of the line upon the high ground bordering 
the creek, thereby causing some additional expense in the graduation 
of the three miles intervening between this point and the mouth of 
Mill creek. Sadler’s creek empties into Mill creek about one mile 
above the confluence of the latter with the Juniata, and the line 
crosses Mill creek by a high viaduct sixteen hundred feet in Jength, 
and attains the valley of the Juniata at a. distance of 18.33 miles 
from Lewistown, and an elevation above tide of seven hundred and 
thirty-eight feet. Some trifling expenses will be incurred on this as 
well as upon other portions of the line in order to avoid injuring the 
mills of Beaufort, Holliday, Morrison, Taylor, Mann, and others. 

The great objection to this route will be the grade descending 
west. 1 lave endeavored so to locate the line from Harrisburg to 
the summit of the Allecheny that no grade should occur descending 
in the direction of the mountain. A few subordinate summits, HOW. 
ever, have been admitted where distance was saved by tracing the 
line straight, instead of following the windings of the Juniata. ”'The 
gradients adopted to overcome ‘these subordinate summits are all 
light, none exceeding twenty feet per mile. The route by the valleys 
of the Kishacoquillas and Mill creek is shorter and less expensive in — 
its construction than that by the valley of the Juniata—but the route 
by the valley of the Juniata possesses the great advantage of having 
an uniform ascending grade from the point where the lines diverge 
to where they join at the mouth of Mill creek, whilst the line by the 
Kishacoquillas valley overcomes an elevation of five hundred and 
twenty-three feet above the basin at Lewistown, by gradients rising 
as high as 26.40 feet per mile. The estimates of the cost of these 

two lines, which are now being prepared under my direction will, 
when finished, enable me to decide which of the routes should be 
preferred. oo 


12 


From Mill creek the surveys were conducted by Mr. Fox, who 
thus describes the manner in which the line is carried by the north- 
ern shore of the Juniata river to the town of Petersburg at the mouth 
of Sharer’s run. : 

‘<The first portion of this line, for a distance of 1.66 miles, is graded 
at a descending inclination of 17.16 feet per mile, and passes gene- 
rally over very favorable ground, the only works of importance being 
a bridge, 400 feet long, and a cut through the neck of land at the 
mouth of Mill creek. From this the line is continued level for a 
distance of 3.13 miles, where it crosses the Standing Stone by a 
bridge of two hundred feet, and commences ascending with a grade 
of 6.80 feet per mile for the distance of one and three-fourths miles, 
passing through Washington street in the town of Huntingdon, and 
thence crossing the plane on the upper side of the town, reaches the 
point at which the slackwater commences. The only part of this 
last portion of difficult construction is immediately below the town 
of Huntingdon, where the roadway will be excavated in the side hill 
immediately above the turnpike, the whole of the lower portion of 
the bluff being already occupied by the canal. The line is now 
traced along the hill side parallel to the canal, and continues level for 
2.37 miles ; thenee rises at a grade of 22 feet per mile for 1.14 miles, 
and continues leve! from this point to the town of Petersburg, a dis- 
tance of 3.55 miles further, passing over very favorable ground, and 
meeting with no obstructions of importance, with the exception of the 
rocky bluff immediately below Shoenberger’s forge. At Petersburg 
the surveys join the located line of the Juniata and Philipsburg rail- 
road.”’ 

Through the kindness of Hardman Philips, Esq.. I have been 
enabled to obtain the profiles, maps, and notes of the location of this 
railroad, made under the direction of Moncure Robinson, Esq., C. E. 
in 1838. The data obtained, I am happy to state, has saved the 
Commonwealth the cost of resurveying these fourteen miles. 

The gradients vary from four to twenty-four feet per mile, upon 
the line located from Petersburg to Logan’s Narrows, where the 
heavy grade commences by which the ascent of the Allegheny moun- 
tain is effected. * 

In my report of last year I stated that from the examinations made 
upon the Allegheny mountain, there appeared every probability of 
being able to pass that barrier with gradients not to exceed forty-five 
feet per mile. As this was a question of great importance connected 
with the survey of this route, it having been generally supposed that 
there was no possibility of crossing the mountain without inclined 





* From Logan’s Narrows a railroad could be made, by which the vast bitumi- 
nous coal fields on the western side of the mountain beyond Emigh’s Gap, near 
Philipsburg, might be developed; and by assuming such gradients as are now 
used on many roads in the anthracite coal region, upon which locomotive steam 
power is used, no inclined planes will be necessary to overcome the elevation of 
the mountain, 


13 


planes, my attention was given early in the season to confirm my 
statement. 

After a careful examination, the Sugar Run summit was fixed upon 
as that which afforded the greatest advantages for a tunnel, and great- 
er facilities of approach than any other. 

The result of the surveys have established the fact that a line can 
be obtained overcoming the summit at Sugar Run Gap, without any 
inclination over 44.88 feet per mile, and without its being necessary 
to gain distance by doubling the line upon itself. 

The Board are well aware of the difficulty of locating a feasible 
line for a railroad down the eastern slope of the Allegheny mountain, 
and, as I am desirous that the statement I have just made may be 
relied upon, I will observe here, that the line was not decided upon 
until after a careful and patient survey, which consumed more than 
five months, and devoted entirely to the developement of thirty-two 
miles of the route on the eastern side of the mountain. Mr. Fox, 
who so ably conducted this most difficult portion of the line, thus 
describes the course of the route from Logan’s narrows: 

** Commencing at Logan’s narrows the line ascends at a grade of 
44.88 feet per mile, and continues this inclination with but few excep- 
tions, to the summit. ‘The line is traced along the side of the spurs 
from the main mountain, accommodating itself to the features of the 
ground, as nearly as is possible to proper location, and meeting with 
No serious impediment to its course until it reaches Laurel run. This 
stream is one of the main branches of the Little Juniata, and with its 
dividing ridge forms a wide and deep valley much below the position 

which it is requisite that the line should gain for a continuous grade. 
_ On this account it is necessary to ascend the valley of that stream to 
a point where it can be crossed by an embankment, and return on 
the opposite side. ‘I'he line passes from the Laurel Run valley, 
through the dividing ground between that stream and Smith’s run, 
through the next ridge into Harmer’s run, where it reaches the slope 
of the main mountain, and is continued along that slope to M‘Pher- 
sen’s ridge, which forms one of the fixed points in grading to the 
summit. ‘This ridge, from the great irregularity of its features, pre- 
sents obstacles which prevents the line from passing around it—so 
that we are obliged to assume some point upon and arrange the line 
to pass over it. As it approaches the Allegheny it sinks, so that 
immediately at the base of the mountain it is lower than at any other 
point between it and its termination. At this low point a cut of thir- 
ty-five feet has been assumed as the elevation of the line. -Itis six 
hundred and forty-three feet above, and nineteen miles distant from. 
Logan’s narrows. 

‘From M‘Pherson’s ridge the line is carried along the slope of 
the mountain, encountering but the ordinary difficulties of construc- 
tion, until it meets the valley formed by Kittanning run. ‘This stream 
cuts the side of the mountain into a deep gorge, five hundred feet 
below the position of the line at that point, which renders it necessa- 
ry to ascend the valley about a mile, to such a point as can be crossed 


14 


by a viaduct—the gorge ascends very rapidly. The line now passes 
through the ridge between Kittanning and Burgoon’s run, by a tunnel} 
ascends the latter stream, crosses it by an embankment, aa passing 
through the ridge into Sugar run, gains the summit of the Allegheny 
mountain. ‘The whole distanee from Logan’s Narrows to the sum- 
mit of the mountain is 31.97 miles, and the whole rise twelve hun- 
dred and ninety-six feet. On all parts of this line where curvature of 
less radius than eight hundred feet. has occurred, the grade has been 
reduced, according to your directions, so as to make these portions 
of the line correspond in the cost of working with steam popver, to 
the grade of 44.88 fect per mile.’ 

Sugar Run summit is two miles north of Blair’s Gap, and as an 
evidence of the directness of the route just described, I will here 
state to the Board, that the distance from Huntingdon to the summit 
of the Allegheny mountain, where the Portage railroad crosses, at 
Blair’s Gap, by way of the canal and Portage railroad, is forty-eight 
and a-half miles. ‘fhe distance by the line surveyed from Hunting- 
don to Sugar Run gap, is fifty-two and a-half miles, beimg an increase 
of only four miles in attaining the summit of the mountain and avoid- 
ing the inclined planes by means of a railroad having no inclination 
over 44. 88 feet per mile ! 

The natural summit of the mountain is reduced by a tunnel six 
hundred yards long, and one hundred and forty feet lower than the 
summit of the Portage railroad, Passing through this tunnel the line 
descends the western slope of the mountain by the waters of Watt’s 
run, one of the heads of the Clearfield, crosses the Clearfield by a 
viaduct of one thonsand feet long, and, passing along a spur of the 
mountain, arrives at the Laurel swamp—a point on the dividing ridge 
between the Clearfield and Conemaugh creeks—distant 2.90 miles 
from the summit. he grade on this distance, with the exception of 
nine hundred feet level, has beer run at the rate of 44.88 feet per mile. 

The Laurel swamp is the point of divergence of two proposed 
routes; one passing down the Conemaugh, through Johnstown, to 
the mouth of the Black Lick, and the other traced along the dividing 
ridge between the waters of the Chest, Clearfield and Conemaugh 
creeks, through the towns of Munster and Ebensburg, to the heads 
of the Black Lick, thence down that stream, and joining the other 
route at its mouth. 

The Black Lick route being the shortest, will be first examined, in 
connection with the main line, and is thus described by Mr, Fox, in 
his report to me: 

‘From the Laurel swamp this line is traced very nearly upon the 
site of the old State road, occupying the highest ground upon the 
dividing ridge between the Clearfield and Conemaugh. It crosses 
the turnpike about two miles west of the summit of the Portage rail- 
road, thence passing over a branch of the Clearfield, continues along 
the dividing ridge to the town of Munster, a distance of four miles 
from the Laurel swamp. The last two miles of this distance, is 
graded with a descending inclination of 44.50 feet per mile; the re- 


1d 


mainder of the distance varies from a level to twenty-five feet per 
mile. From the town of Munster, the line leaves the turnpike to the 
left, still keeping upon the dividing ridge, and ascending with a grade 
of 24.50 feet per mile, for three and three-fourth miles; it then passes 
through a ridge at the Trough summit, into the waters of Evans’ run; 
one of the tributaries of the Ebensburg ‘branch of the Conemaugh, 
passes down that stream ata grade of 24.50 feet per mile, for one and 
a-half miles, then level fer 0.90 miles, passes through the southern part 
of the town of Ebensburg, and reaches the head of the Black Lick, 
three-fourths of a mile west of that town. ‘lhe whole distance from 
the Laurel swamp to the head of the Black Lick, is eleven miles. 

‘After passing the ridge between the waters of the Conemaugh 
and Black Lick, by a cut of thirty-five feet, the line passes down by 
the waters of the latter stream, at a uniform grade of 44.88 feet per 
mile, to the town of Buehla, a distance of 2.89 miles; crosses the 
Black Lick at Buehla, by a viaduct nine hundred feet long, continues 
along the northern side of that stream, re-crosses and reaches the 
Laurel ridge at Campbell’s mills, six miles from Buehla. At Camp- 
bell’s mills, the waters of the Black Lick pass through the Laurel 
ridge, descending at an average rate of sixty-eight feet per mile. The 
Jine is carried through this gap, descending at the rate of forty-five 
feet per mile, and assuming more the character of the mountain route, 
being confined entirely to the northern slope of the side hill, and ac- 
commodating itself to the different changes of the mountain slope.— 
This grade is continued for the distance of 3.80 miles, when the line 
crosses the north fork of the Black Lick by a viaduct twelve hundred 
feet long.”’ 

Here the surveys conducted by Mr. Fox, end; ant those made by 
Mr. Roebling, commence, and are conducted to Pittsburg, ‘crossing 
the Conemaugh and Loyalhanna rivers. The whole distance from 
the forks of the Black Lick, to its junction with the Conemaugh, as 
located, is twenty-three and a-half miles. The general character of 
the route may be considered favorable, when all the circumstances 
attending the location of a line of railroad, down such-a stream, are 
taken into consideration. The gemeral course of the Black Lick, 
from the forks to the Conemaugh, suits the direction of our line to- 
wards Pittsburg, so well, that the actual distance from the forks to the 
fast mentioned point, is but little increased by the location. 

The gradients from the forks to the Conemaugh, are no less favor- 
able than the course of the Jine. ‘The ground for the whole distance, 
descends gradually, (with a few slight variations,) at an inclination of 
about twenty-one feet per mile, the whole descent amounting 1o 
nearly five hundred feet. - 

So favorable a line could not be obtained by following the course 
of the Black Lick itself; for although the general course of the valley 
may be considered straight, yet the many abrupt turns of the stream, 
would render the construction of a railroad impracticable. The line 
is located along the slopes of the valley, in many places, at a con- 
siderable distance from the creek, thereby cutting off the greater pro- 


16 


portion of its large bends, and only confined to the borders of the 
stream where the adjacent hills close upon it with high and steep 
slopes. ‘This last instance occurs through Chesnut ridge, for some 
distance east of it, and below Campbell’s mill west of it. 

After crossing the north fork of the Black Lick the line continues 
north of the creek, along a gentle slope, descending to the ravine of 
the Laurel run, at the rate of forty-five feet per mile. By forming a 
slight curve the ravine will be crossed by an embankment fifty feet 
high at the highest point. ‘lhence the line continues descending at 
the rate of nine feet per mile for nearly one mile. A further descent 
of forty feet per mile brings us to Clark’s run, near the Methodist 
meeting-house. One of the greatest bends of the creek has been cut 
off by the last two miles. 

Clark’s run will require but a moderate embankment. From this 
run to M‘Cartney’s mill the ground is more sideling, and two ravines 
will be crossed ; one at J. Bracken’s house, the other at Bracken’s 
mill run. ‘These two embankments will be moderate. 

For the last mile, from Clark’s run to Bracken’s ravine, the grade 
ascends 3.76 feet per mile. ‘Thence the line descends forty feet per 
mile for nearly two miles. At M‘Cartney’s mill the north bank of 
the Black, Lick is again approached. 

Two-thirds of a mile below this mill, a hill, known by the name of 
M‘Cartney’s hill, projects into the valley, and causes the creek to 
form avery short bend. This bend will be cut off by a tunnel of 
four hundred and fifty feet, by which a saving in distance of two 
miles is effected. West of this tunnel the grade line is lowered to 
within a few feet of high water mark. From this point to the Ches- 
nut ridge the line is confined to the flats in the valley. ‘The descent 
continues at the rate of eleven to thirteen feet per mile. No ravines 
of any consequence oceur on this portion of the line, and the grading 
will be light, except along some bluff points where rock cutting will 
be required, and the slopes protected by walls. 

The north side of the creek has been occupied exclusively from 
the forks to this point, and from this point the gap made by the Black 
Lick through the Chesnut ridge extends about six and a-quarter miles 
west. 

The line here descends at the rate of forty-five feet per mile, until 
it arrives within half a mile of the end of the break. The grading 
will be but moderately expensive. Few bluffs oceur, and no ravines 
of much consequence. ‘Though sideling ground the whole distance, 
the slopes are not steep. ‘The creek will be crossed at an elevation 
of thirty-four feet above the surface, just below the centre of the break, 
where the stream forms a short bend. Thence the Southern side will 
be pursued to the end of the break. 

While the Black Lick here sweeps off to the north to joint the 
Two Lick, our line is continued straight, through an extensive mea- 
dow by J. Hartsack’s farm. 

Ata point below the junction of the Two Lick with the Black 
Lick, the Black Lick is crossed by a viaduct of two spans of one 


i7 


hundred feet each. On the western side, the extensive embankment 
which will be required will be formed-by the material to be obtained 
from a deep cut made through a ridge, which obtrudes upon the stream 
in such a manner as to oblige it to make a very circuitous bend to 
the south. as 

- At Campbell's mills, on the western side of this ridge, the shore 
of the creek is again approached. ‘The line of grade is about sixty- 
five feet above the surface of the pool at the mill dam. ‘This eleva- 
tion is preserved for nearly the whole distance to the Conemaugh, in 
‘order to take advantage of some extensive flats and gentle slopes 
north of the creek through which the line has been favorably located, 
without interfering with the meanderings of the Black Lick. ‘The 
distance from Campbell’s mill dam, by the line, to the Conemaugh is 
four and a-half miles. Some deep ravines, but of no great extent, 
cross the line. With the exception of these, and a bluff point, half 
mile long, the work will be light. 

The passage of the Conemaugh can be more easily accomplishea 
at the point chosen than any other in that vicinity. Not only do the 
opposite banks approach unusually near, (within 1,100 feet,) but they 
are also of such an elevation as to suit the grades on both sides of the 
river. 

_ The line has now been carried from Harrisburg to the Conemaugh 
river at the mouth of the Black Lick. 


eee 


Previous to proceeding with the routes crossing from this point to 
Pittsburg, I would wish to describe THe Conrmaucn Route, by 
which the inclined planes on the western side of the mountain can be 
‘avoided, and the distance from the summit of the Allegheny to 
Johnstown increased but one mile. 


THE CONEMAUGH ROUTE 


Leaves the route already described, passing down the Black Lick from 
Sugar Run Gap, at the Laurel Swamp, and is carried in a south-west- 
erly direction down the valley of the Laurel run to the Conemaugh, 
and down the valley of that river as far as the mouth of the Black 
‘Lick, where it joins the other survey. : 

_ From Laurel Swamp the grade descends 44.88 feet per mile for 
6.17 miles. The Laurel run falls with about the same descent as 
that adopted fer the grade of the road for four and one-fourth miles. 
This distance brings the line opposite the foot of Plane No. 4, on the 
Portage railroad. ‘The grade at this point is about twenty feet below 
the foot of the plane. About half a mile from the plane the line 
meets, and runs parallel to the Portage railroad, continuing to Plane 
No. 3, where it crosses the plane about half way down, then crosses 
Ben’s creek, at the foot of the plane, by an embankment, passes 
through the dividing ridge upon the side of which the present road is 
earried, into the waters of Trout run, which head at this point in a 


SURVEYS—2 


is 


low summit, within a few hundred fect of Ben’s creek, and descends 
by the valley of ‘Trout run to the Conemaugh, which it reaches about 
one mile south of Plane No. 2, of the Portage railroad. ¢ 

‘The cut at the head of Plane No. 3, the embankment across Ben’s 
ereck, and the cut through the dividing ridge between Ben’s creek and 
Trout ran, are the only works of importance which oecur through- 
out the whole of this division. ‘The survey through the remaining 
part of the distance passing over ground of a very favorable charaeter. 
‘The last three thousand feet of this distance is level. After reaching 
the hill side on the southern boundary of the Conemaugh valley, the 
line is traced along it over very favorable ground, crossing Wolf's 
run, Ephraim’s run, and Crum’s run, for a distance of 5.50 miles, 
where, after crossing the Conemaugh by a viaduct three hundred feet 
long, it joins the track of the Portage railroad about three-fourths of 
a mile below the town of Jefferson ; this last distance is graded to a 
descent of 44.88 feet per mile. ‘The whole distance from Laurel 
Swamp is 12.27 miles. From this point to a point half a mile below 
the viaduct over the Horse Shoe Bend of the Conemaugh, it is pro- 
posed to adopt the present road as a portion of the line. ‘This dis- 
tance is 6.50 miles, and is graded at inclinations varying from seven 
to twenty-one feet per mile. From this point the line leaves the 
present road, and descends again at the rate of 44.88 feet per mile. 
Running parallel to the present road, it passes through the ridge at 
Staple Bend by a tunnel of three hundred and thirty-three yards in 
length, crosses Plane No. 1, forty-nine feet above its base, continues 
down on the southern side of the Portage railroad, and again joins it 
1.50 miles above Johnstown. The length of this division is five and 
a-half miles. ‘The tunnel may be avoided by assuming a grade of 
fifty feet per mile to Johnstown, adopting in this case the present road 
as far as through the tunnel now made, and grading down the whole 
distance from this point to Johnstown. 

An important discovery has been made connected with this portion 
of the Conemaugh route, and independent of its interest to the general 
survey. Itis that three of the inelined planes at present used onthe 
western side of the mountain can be avoided. Our line at the foot of 
Plane No. 4, is only twenty feet below it, and the ground is gently 
sloping; a conection between the plane and the new survey could 
be made at this point in a distance of six hundred feet. From thence 
to Johnstown, a distance of 21.50 miles, by making only twelve miles 
of new road, over ground of very favorable character, at a grade of 
44.88 feet per mile, the Plane Nos. 1, 2 and 3, could be dispanaed 
with. 

Mr. Fox, to whose su sioriicnalei of the surveys for this route I 
am much indebted for its successful developments, thus describes its 
continuation from Johnstown to the junction of the Black Lick with 
the Conemaugh river below Blairsville. 

‘From Johnstown the survey crosses the Stoney Gack near its 
mouth, continues along the south side of the Conemaugh, ascending 
at a grade of eight feet per mile, in order to cross a spur from the 


19 


Laurel hill, which would otherwise render a great bend in the line 
necessary—crosses this spur by a deep cut and reaches the Laurel 
hill at the head of the pool of dam No. 4. 

"The survey is continued along the slope of the Laurel hill, de- 
seending at a grade of 13.20 feet per mile, for four and a-half miles, 
when it reaches the levels of the flats extending from the Laurel hill 
to Chesnut ridge. ‘The line is continued accross these flats, over very 
favorable ground, and after crossing the Conemaugh twice, by low 
viaducts, passes to the right of the canal about two miles above Lock- 
port, continues to the right of the canal, crosses the Conemaugh at 
Lockport to avoid the great bend in the river; passes over to the 
north side and along the slope of the Chesnut ridge to the dam at its 
entrance. ‘Thence by the side of the hills bounding the valley of the 
Conemaugh to Blairsville; passes through the upper part of that 
town, and continuing down the Conemaugh for a distance of two 
miles, leaves that river to the left and enters a valley formed by one 
ef the tributaries of the Black Lick, passes down that valley to the 
Black Lick, which it meets three-fourths of a mile above its mouth, 
thence descends along the left bank of that creek, and crosses the 
Conemaugh immediately above the junction of the two streams. At 
this point the line joins the Black Lick route. 

“The distance from Laurel hill to the Conemaugh crossing, is 
graded at inclinations to suit the ground, varying from a level to 
-twenty-six feet per mile. 

«The whole distance from Laurel swamp to the mouth of the 
Black Lick by this route is 56.34 miles. Eight miles of this dis- 
tance is on the Portage railroad, and 48.34 miles of new road.” 

Several lines were surveyed to connect the Conemaugh route with 
the preferred route which was run from the mouth of the Black Lick 
by ‘Turtle creek to Pittsburg, with the view of shortening the distance 
by joining the route at or near Blairsville. 

One of these lines has been termed Kirkland’s Summit route, the 
other George’s Summit route. Both lines intersect at the mouth of 
George’s run on the Conemaugh, and coincide to Blairsville. 

The line by Kirkland’s summit leaves the route along the Black 
Lick east of Kirkland’s ridge, and running along the foot of that ridge, 
attains the south side of the Conemaugh. ‘This side is pursued to 
Blairsville, and the last bend below the latter place cut off by running 
through an extensive high flat east of Stoney run. The run is crossed 
near its mouth‘at an elevation of seventy feet above its surface. 
‘This line terminates at Bairdstown, opposite the dam at Blairsville 
and about two hundred feet from the canal. ‘The whole distance from 
the dam at Blairsville to Pittsburg, by this route is forty-four miles. 

The other line by George’s Summit will require a tunnel. two 
hundred and sixty-six yards in length, through that summit which 
divides George’s run from a draft of Spruce run. The crossing of 
the Spruce run will be less difficult on_this line than on the other. 

The ‘Turtle creek and Black Lick route is intersected west of the 


Spruce run. 


20 


‘The whole distance from the dam at Blairsville to Pittsburg, by 

this route, is 43.50 miles. 
When we consider that the distance by the turnpike, from Blairs- 

ville to Pittsburg, is 42.50 miles, and that this road, regardless of hills 


and dales, runs nearly straight, we have just cause for satisfaction in 
obtaining so fair a result. 


e 


No portion,of the country to be traversed by the route, for the rail- 
road west of the Allegheny mountain, required more judicious ex- 
amination and surveying, than that included between the Conemaugh, 
Allegheny and Monongahela rivers, embracing the larger part of West- 
moreland and a part of Allegheny counties.* 

The general character of this country, appears at first sight, one 
irregularly formed mass of hills, crowded together promiscuously, 
and without apparent system or order. After some examinations, 
however, we find that the general plane or slope of this hilly forma- 
tion, must have been once uniform, and that the present succession of 
hills and dales, was produced by the violent discharge of water, 
apparently in all directions. ‘This district being included on three 
sides by principal rivers, viz: ‘The Conemaugh, the Allegheny, and 
the Monongahela; the main discharges of waters are directed towards 
these outlets, and by examining them patiently, we become at last, 
enabled to understand the leading features of the country, and to judge 
of the practicability of projecting routes for a railroad. 

If one of the main courses by which the country is drained, had 
been found in the direction from the Black Lick, towards Pittsburg, 
the location of a railroad would be easy. We should then probably 
have only one summit to overcome between the Monongahela and 
the Conemaugh; but the case is different. ‘The main water course 
in the interior of the district in question, the Loyalhanna, unfortunate- 
ly runs in a direction acvoss our line, by which, at once, the whole 
country is divided into two main bodies, sloping off on one side, to- 
wards the Conemaugh; and on the other, towards the Monongahela 
and Youghiogheny rivers. ‘This greatly increased the difficulties of 
a location. 

The first examinations made, were naturally directed to those 
routes which presented the least number of summits or dividing 
ridges. ‘The principal route of this description, which has been in- 
strumentally examined, the whole extent leaves the Conemaugh river 
near or at the mouth of Stoney run, and following its course, a sum- 
mit is crossed, dividing this run from M‘Clellan’s run, a tributary of 
the Loyalhanna. After descending M‘Clellan’s run, and crossing the 
Loyalhanna, the main course of the Crabtree creek, is followed to 
one of the summits which divide this stream from the main branch 
of Brush creek, at Gangover’s farm. By descending Brush creek 





* I cannot refain from noticing, in this report to your Board, the skill, patience 
and industry exercised by my principal assistant, Mr. Roebling, in developing the 
routes through this most intricate country, to which I am mainly indebted for the 
success attending our surveys from the Conemaugh to Pittsburg. 


21 


and ‘Turtle creek, we have then an open valley descending to the 
Monongahela, and by this river, we easily attain Pittsburg. 

The whole distance by this route, from the mouth of the Stoney run, 
at the left bank of the Conemaugh, to the ‘'wo Mile run, at Pittsburg, 
is found, by actual survey, to be forty-eight miles. 

The distance from the mouth of the Black Lick, to Pittsburg, by 
the same route, will be forty-nine and a-half miles, and from Blairs- 
ville, forty-nine miles. 

‘The difference of distance from the Conemaugh, opposite the 
mouth of the Black Lick, to Pittsburg, between the route surveyed 
by Stoney run, Crabtree and Brush creeks, and the route last survey- 
ed passing in an almost direct course to the Turtlecreek, will be more 
than seven miles in favor of the latterroute. The distance from the 
Conemaugh to the ‘I'wo Mile run, at Pittsburg being but 42.42 
miles. 

Another route is practicable by crossing from the Crabtree, to the 
head waters of Turtle creek. No distance, however, can be saved 
by this change. 

The route by the Stoney run and the Crabtree, presents only two 
dividing summits; one between the Monongahela and Loyalhanna, 
and the other between the latter stream and the Conemaugh. 

No efforts were spared, as long as there appeared to be a possibi- 
lity of saving distance, to attain this desirable object. The general 
course, distance, gradients and cost of the line by way of Turtle creek, 
combine to recommend it as the shortest and best connection between 
the Conemaugh and Pittsburg, that the formation of the country will 
admit of. 

It is believed that the main courses of this line, and its gradients, 
cannot be materially improved witha due regard to economy. The 
gradients are limited throughout, to forty-five feet per mile. 

The first location of ‘tis route, was made with a view of confining 
the grades 1o forty feet per mile ; but the great abundance of coal in 
this district, and the consequent cheapness of steam power, have in- 
duced me to allow ascents and descents of forty-five feet per mile, in 
order to reduce the expense of graduation. 

To appreciate duly the important saving of distance, which has 
resulted from this location, we must consider that the distance by the 
Pennsylvania canal, from the mouth of the Black Lick to Pittsburg, 
is 72.50 miles. ‘The saving in distance, in favor of the railroad line, 
as now located, between the same points, is therefore, thirty miles. 

The county lying between the Conemaugh and Pittsburg, has 
been so thoroughly surveyed, that the route may be considered suffi- 
ciently prepared for a final location. 

The following general description of the route preferred, as a con- 
- tinuation of the Black Lick line, (prepared by Mr. Roebling, princi- 
pal assistant in charge of this division,) will give to the Board a cor- 
rect idea of the course of the route, with its most prominent features. 

«The line starts from the left bank of the Conemaugh river, and 
runs for one and a-half miles, straight, through a flat which extends 


Be 


from Kirkland’s ridge to the river. ‘This ridge, is the first obstacle 
in our way, and cannot be avoided. It separates the waters of the 
Spruce run from the Conemaugh flat. By means of a reversed curve 
with a radius of eight hundred fect, we are enabled to take full advan- 
tage of Kirkland’s Gap, and the average cutting will then be redueed 
to thirty-six feet. By tunnelling, the line may be carried through 
straight, and continued the same course to the crossing of the Spruce 
run. 

‘The whole ef the line from the Conemaugh to Jayne’s summit, 
a distance of 4.55 miles, ascends forty-five feet per mile. ‘The road 
between the Conemaugh and Kirkland’s ridge will be entirely em- 
bankment to be formed by excavation from the tunnel or deep cut. 

“The main branch of Spruce run, west of Kirkland’s ridge, will 
require a high viaduct 1,600 feet in length. After entting through 
the point of a projecting hill, another draft of the Spruce run will be 
crossed by a heavy embankment. This portion of the line embraces 
some of the heaviest work on this route, but when the directness with 
which it has been located is taken into consideration, the expense is 
not commensurate with the advantages gained in the great saving of 
distance. 

“Thence the line continues along sloping ground to the summit 
which the grade forms between the Conemaugh and Loyalhanna. 
This summit, designated as Jayne’s summit, divides a draft of the 
Spruce run from a draft of the Roaring run. It will be passed by an 
open cut of an average depth of thirty-six feet. 

‘From this summit the line descends at the rate of forty-five feet 
per mile to the Loyalhanna, a distance of 4.10 miles. West of the 
summit the line descends a branch of Roaring run, crossés and 
ascends another branch of the same stream to a ridge separating 
Roaring run from a branch of the Tub Mill run, marked on the pro- 
file as the summit at the Saltworks road or Elder’s summit. ‘The 
cut through this summit will average thirty-seven feet. ‘The grading 
along the valley of the Tub Mill is light, with the exception of two 
ravines from fifty to eighty feet in depth at the lowest points, but of 
no greater extent than from four hundred to six hundred feet. ‘The 
first ravine is formed by a branch of the south branch of the Tub 
Mill, the second by the north branch. A viaduct of six hundred 
feet in length over the north branch will be found less expensive than 

an embankment. 

‘©The Loyalhanna is crossed below Sab drael? mill, where the 
hill on the eastern bank approaches the stream nearest, and terminates 
with an elevated slope favorable to our grade, which must continue 
at a considerable elevation above the river. ‘The viaduct will be 
twelve hundred feet long, and joins a heavy embankment on the 
eastern side, of an average elevation of twenty-five feet, and a length 
of sixteen hundred feet. ‘The western side of the Loyalhanna, from 
its peculiar formation, is particularly well adapted to the economical 
construction of the abutment on that side. 

*“'The passage of the Loyalhanna is effected at the most favorable 


23 


place which presents itself for a considerable distance above or below 
the mouth of the White Thorn creek. If the crossing could be 
effected below the mouth of the White Thorn, the viaduct over the 
latter stream would be dispensed with. But this is entirely imprac- 
ticable, as the great width of the flats of the Loyaihanna forbids such 
an attempt at the elevation at which we are obliged to traverse this 
valley. 

«©The grade ascends from the Loyalhanna at the rate of forty-five 
feet per mile, for a distance of nearly four and a-half miles, to the 
tunnel through the Old Stli House hollow summit, from whence 
the grade descends towards the Beaver dam. 

‘« Phe whole extent of this portion of the line is a succession of 
heavy work, owing to the number of ravines we have to cross. 

After leaving the Loyalhanna the line continues along the south- 
ern slope of the White Thorn creek to Brown’s saw mill, a distance 
of nearly half a mile. ‘Thence two routes are located, which are 
equal in point of distance and grades, but different in other respects, 
and can only be compared on the score of expense.”’ 

‘¢ These two routes are designated as the Back run and Crooked 
run routes. ‘They intersect each other again at a distance of 2,25 
miles from Brown’s saw mill. 

“The Back run route crosses the White Thorn creek just below 
Brown’s saw mill, with a viaduct six hundred feet in length, and at 
an elevation of eighty-five feet above the bottom of the valley, and 
following the north side of this run, cuts through a summit which 
divides it from Crooked run, called Shield’s summit, with a cut 
averaging forty feet for a distance of eight hundred feet. Arrived 
at Crooked run the other route is intersected. 

“The Crooked run route continues from Brown’s saw mill along 
the southern side of the White ‘Thorn toa point near the mouth of 
Crooked run, thence crossing the White Thorn, the northern side of 
Crooked run is pursued. ‘The viaduct over the White Thorn will 
be thirteen hundred feet in length, and the piers from twenty to 
ninety feet in height. This heavy viaduct is against this route. 
while on the. Back run line we have to cut through an additional 
summit. 

‘‘From the head of the Crooked run the line passes through 
Buchanan’s summit to Porter’s run, which is a tributary of the 
Beaver Dam. A tunnel 400 feet long is recommended through this 
summit instead of an open cut. 

‘‘ Porter’s run is crossed by a light embankment, and by one of 
its branches we arrive at the ridge dividing this branch from Sour- 
wine’s run, another tributary of the Beaver Dam. This ridge is 
passed at the Still House hollow by means of a tunnel three hundred 
and thirty-three yards long. 

“ Sourwine’s run favors the location of the line for nearly two miles. 
The line descends forty-five feet per mile, occupying ‘the northern 
slope of the valley; the cuttings and fillings are light. Near the 
entrance of this run into the Beaver Dam ereek, its valley is crossed 


24 


and curving around the point of a hill, the crossing of the latter 
stream will be effected at an elevation of thirty-five feet above its sur- 
face, and requiring a viaduct of fifty feet span. Following the left 
side of the Beaver Dam for a few stations, we leave it and ascend 
Ammond’s run, which leads to the summit of Turtle creek with an 
ascent of thirty feet per mile. ‘The length of this ascent is 0.83 
miles. The grading of this portion of the line will be cheap. ~ 

‘«’The summit over which the line passes to the head waters of 
Turtle creek, is known as the summit at the Burnt Cabin, and situated 
about three-fourths of a mile north of New Salem. ‘This depression 
is the lowest in the dividing ridge, and will enable us to pass it with-: 
out resorting toa tunnel. The apex of the grade is a few stations 
east of the natural summit. ‘Thence the line descends along Turtle 
creek, at the rate of forty-five feet per mile, for 3.79 miles. 

‘* Two lines have been traced on this route at different elevations. 
The lower line possessing the advantages of the least amount of cur- 
vature, and the least distance, but requiring an average cutting of forty 
feet through the Burnt Cabin Summit, is located along the valley 
occupying for nearly the whole distance the flats on each side of the 
run, and requirirg, in consequence, four extensive embankments, the 
heaviest of which would be eighteen hundred feet long, with an 
average height of twenty feet. . ‘The other line is five hundred and 
fifty-six feet longer, and located along the northern side of the valley, 
ten feet higher, whereby the cutting at the summit is reduced propor- 
tionably. 

‘¢ One of the favorable features of the ‘Turtle Creek vaHey, is, that 
its course is not interrupted so frequently by short and abrupt turns 
as is the case with Brush creek. And as the fall of this stream does 
not exceed our maximum grade of forty-five feet per mile, except at 
the summit, we were enabled to occupy the bottom of the valley, with 
our location, for nearly the whole of its extent. 

‘© At the end of the descent of forty-five feet per mile from the 
summit, the distance of which was stated at 3.79 miles, the grade 
changes to 20.86 feet per mile, and continues to fall at this rate, for 
3.03 miles, to a point opposite Murrysville. Thence the descent 
again continues at the rate of forty-five feet per mile for 1.06 miles. 
The next descent is seventeen feet per mile for the same distance, 
then follows a descent of forty feet per mile, 0.30 miles, and the 
remaining part of the distance to the junction of Brush creek, 3.26 
miles, descends fourteen and twenty-five feet per mile. 

‘‘ Although the bottom of the valley could be made to suit the grade 
of our line very nearly, we were still obliged to resort to some exten- 
sive cuttings and fillings, in order to obtain straight lines and reduce 
the distance. Wherever the hills bordering on the valley have ob- 
truded on its course, the line will generally form a turn, but run 
straight between those projecting points. ‘The bottom of the valley 
and the stream itself is thus frequently crossed by embankments and 
viaducts, at elevations from eight to eighteen feet above the surface of 
the water. 


290 


“The expense of the line will be less below Murrysville, than 
above, excepting two instances where short bends occur, which are 
proposed to be cut off by tunnelling. 

‘The first tunnel 1.3 miles below Murrysville, will be two hun- 
dred yards in length, and a distance of half-a-mile and a short curve 
will be avoided. ‘The second tunnel, one hundred and seventy- 
seven yards in length, is proposed to cut through a projecting narrow 
ridge, which forces the ‘Curtle creek to form an abrupt bend at its 
junction with Brush creek. Both these tunnels may be avoided by 
increasing the distance one mile; and it will be a matter of compara- 
tive estimate to decide which of the two lines should be preferred. 

‘« Six viaducts will be required by the several crossings of Turtle 
creek below Murrysville, from seventy to eighty feet in length, and 
eight more above Murrysville, from ten to fifty feet span. Most of 
these*viaducts need only be elevated at a height sufficient to clear the 
water.” 

By referring to the maps it will be seen that numerous routes have 
been run between the Turtle creek and Loyalhanna, and nothing has 
been neglected to enable me to fix with deciston upon the best route. 
That described above is the best in all respects, and it is believed 
that by further surveys no material improvement can be effected. 

Below the junction of Turtle and Brush creeks, the Southern 
Route is intersected. The distance from this point to where the 
valley of the Monongahela is entered, is 4.71 miles, and the remain- 
der of the distance to the Two Mile run at Pittsburg, is nine miles. 
From this point the particulars of the route will be found contained 
in the description of the surveys made in 1839, on the Southern 
Route, from Pittsburg to the Laurel Hill. 

The whole distance from Harrisburg to Pittsburg by the Middle 
Route, has been found to be 242.86 miles, on the line surveyed, but 
it is confidently believed that at /easf one mile in distance can be 
saved by a location over nearly the same ground. 


26 


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36 


NORTHERN ROUTE. 


‘The surveys for the Northern Route were commenced by Mr. 
Stocker at the nrouth of the Juniata river, and in his report to me the 
line is thus described : | 

‘From station No. 395, at the mouth of the Juniata, the line crosses 
that river by a viaduct nine hundred and fifty feet in length, and. 
twenty-seven fect in height, to Duncan’s Island, thence in a direct line 
across Huling’s Island to the main shore of the Susquehanna, along 
the western side of which the line was traced, according to your di- 
rections, to the mouth of the Bald Eagle creek, in Clinton county, 
and thence by the valley of the Bald Eagle to the point upon the 
Muncy mountain where the surveys from the summit of the Alle- 
gheny, made the previous year, terminated. 

«The average fall of the Susquehanna river is 1.92 feet per mile, 
from the mouth of the Bald Eagle to the Juniata, but in order to obtain 
a more favorable profile for the road, it has been found necessary 
to adopt grades in some instances of 13.56 feet per nile for shots 
distances. 

‘Jn the neighborhood of Liverpool, in Perry county, the line inter- 
feres considerably with the canal for a short distance, along a bluff 
point of rocks. In order to avoid an expensive cut through this 
point, it would be necessary to alter the location of the eanal by pro- 
jecting it about twenty- -five feet farther into the rivers As the water 
is shallow, the alteration can be effected without any very great expense 
when the object to be attained is taken into consideration. 

‘No other difficulty of magnitude was encountered throughout the 
whole of the Susquehanna division. ‘There are several points where 
walling in the bed of the river would be required, but the materials 
are generally close at hand, and of good quality. Cutting through earth 
of some depth, and the formation of embankments of moderate heights 
will also be required. 

‘In many of these cases more favorable profiles might be obtained” 
by curving the line; but following your instructions, in which you 
directed me always to consider directness of course as one of the pri- 
mary objects to be attained, f have run such a line for the basis of the 
estimates, as I thought: would be hereafter preferred to a more circui- 
ious route which might cost less in original outlay. » 

“'Phrough the town of Lewisburg two lines were examined, one. 
passing through the tanyard and the eastern portion of the town, 
crossing Buffalo creek near the present road bridge acrossthat stream, 
and thence passing along the river flats north of the town. The 
other line diverges from the-first at station 1204, and passing through 
the western part of the town, crosses Buffalo creek near the ford, 
and thence passing over the table land above the river flats, ‘tgjoins 


37 


the first line at station 1265. ‘I'he distance in favor of the first line 
examined is eighteen hundred feet.’’ 

An estimate of both these routes, and an examination of their 
respective merits will be presented in my final report. 

“From the mouth of Bald Eagle creek, agreeably to your instruc- 
tions, the surveys were conducted along the base of the Muncy 
mountain to a point near Howardsville, where the line crosses to the 
northern side of the creek, and passes along the flat lands about one 
quarter of a mile north of Milesburg, and for a distance of sixteen 
miles above that town, where the creek is re-crossed, and the side of 
the Muncy mountain again attained, along which the survey was 
conducted to the point above Hannah Furnace, where the surveys of 
last year terminated. ‘The total distance of this point from Harris- 
burg is one hundred and sixty-two and a-half miles. The elevation 
seven hundred and seventy-four feet above the basin. ‘lhe average 
fall of the Bald Eagle creek is 9.80 feet per mile; the steepest gra- 
dient 16.25 feet per mile—with the exception of the upper portion of 
the line where it joins with the mountain route, and where the ground 
rises at the rate of 26.40 feet per mile.” 


The line of survey here joins with the route designated in my 
report of last year as the Muncy mountain route. ‘Iwo lines were 
surveyed from a depression in the summit of the Allegheny moun- 
tain known as Emigh’s Gap, to the valley of the Bald Eagle, and are 
thus described in the report above referred to: 


From Emigh’s gap the line was traced in a south-easterly direc- 
tion along the slope of Emigh’s gap, for three and a-half miles, 
where it reaches the eastern side of the mountain, down which the 
line descends with a grade of forty-five feet per mile, in a north- 
easterly direction. or the first five miles from the summit the side 
of the mountain is indented with deep chasms, caused by the moun- 
tain streams, which run with rapid descent towards the valley below ; 
the principal of which are Miller’s Great and Little gaps, and that 
of Emigh’s run. In crossing these ravines, viaducts of considerable 
elevation will be required. 

The line then continues in the same general course, crossing the 
heads of Merriman’s, Shara’s, Elder’s, Little Laurel, William’s, 
Glen’s, and Dick’s runs, and others of less magnitude. All those 
above mentioned must be crossed by high viaducts, and some of 
them of great length. 

At Shara’s run the spurs commence, which project from the main 
body of the mountain towards the ridges which traverse the valley 
and six tunnels, (varying from six hundred to sixteen hundred feet 
in length,) will be required between Shara’s run and Dick’s run, to 
keep the line in as direct a course as the rough and broken ground 
over which the route passes will permit. 

From Dick’s run the line was continued in the same direction, 
crossing Dewitt’s Alexander’s, Wallis’ run, and several others of 
minor importance, with viaducts of various heights, until the Bald 


38 


Eagle was attained, at a distance of three-fourths of a mile above 
Milesburg, and thirty-eight miles from Emigh’s Gap. 

From this point the line was carried on the southern side of the 
ereek, crossing the Spring creek above the town of Milesburg, and 
the canal of the ‘‘ Bald Eagle and Spring Creek Navigation Com- 
pany,’ immediately below Lock No.4. ‘Thence the line was 
continued along the gentle slope of the Muncy mountain to a point 
five and a-half miles below Milesburg. 

Upon this route the line was traced with a level grade §.81 miles, 
from Elder’s run to the west fork of Glen’srun, and it was supposed 
by keeping up this level the line could be carried along the slope 
of the mountain at such a height as to enable us to cross the spurs at 
their most favorable points; at the same time, by crossing the more 
important streams nearer their sources, the viaducts and embank- 
ments would be diminished in their length and height, whilst suffi- 
cient distance would be left, after passing these streams, to descend 
into the valley of the Bald Eagle in a very direct course to the 
vicinity of Milesburg. In this expectation we were disappointed, 
the ridges being much higher, and the ravines formed by the streams 
at their sources much deeper than was anticipated, causing the line 
to be tortucus. independently of possessing other features decidedly 
objectionable. 1 therefore directed the examination of another route 
with the view of carrying the line to the Muncy mountain, on the 
southern side of the Bald Eagle creek, at the nearest practicable 
point from the summit. For this purpose surveys were commenced 
at Eldey’s run, continued down the valley of that stream, and passed 
to the head waters of Weiser’s run by a depression in the ridge 
dividing the two streams. Thence down the valley of Weiser’s run 
the Jine was traced around the ridges to a favorable point for crossing 
Shara’s run, down the valley of which the line was carried to the 
flats of the Bald Eagle creek and the side of the Muncy mountain, 
at a distance of twenty and three-fourths miles from the summit, and 
about three-fourths of a mile above Hannah furnace. 

Upon this route but two tunnels would be required, the longest of 
which would be eight hundred feet in length, and but four viaduets 
of consequence, none of which would be of the most expensive 
description. ‘The general character of the work on this route is in 
fact not different from that incidental to all mountainous regions.* 

The distance from Harrisburg to Emigh’s Gap by the Mountain 
route has been ascertained to be one hundred and eighty-three and one 
fourth miles, and by the Allegheny Mountain Route, one hundred and 
eighty and a-half miles. 





* This survey was superintended and made by Mr. Stocker, between the months 
of September and November, 1839, through a section of the country but little 
known, and of the wildest character. The result, developing two lines of rail- 
road from the summit to the foot of the Allegheny mountain, with no gradients 
exceeding forty-five feet per mile, proves the skill and industry with which the 
surveys were conducted. 


39 


We have now brought our lines to the summit of the Allegheny 
mountain, and have, in no instance, been obliged to resort to heavier 
gradients than forty-five feet per mile. ‘These gradients occur only 
on the side of the mountain. From Harrisburg to its base our grades 
have been limited to twenty feet per mile. The summit of the 
mountain is passed by the line through a cut of forty feet at the apex, 
and two thousand six hundred feet in length, reducing the summit to 
two thousand and two feet above tide water. ‘Thence the line was 
traced with a grade of forty-five feet per mile, a distance of nine miles, 
along the western slope of the mountain, crossing Trout run, Spring 
creek, and Coles’ run, tributaries of the Moshannon, to a point on 
the Moshannon favorable for crossing that stream. The conclusion 
drawn from the exploratory survey which I made last year, has 
been fully realized, and the passage of the line from the summit to 
the foot of the mountain much more favorable than I anticipated. 

After crossing the Moshannon, the line traverses the dividing ground 
between the Moshannon and Clearfield creeks, and descends to the 
Muddy branch of the Clearfield, crosses the Branch, and following 
the draft of Corwin’s run, reaches the Clearfield creek, about two 
miles above Clearfield bridge. ‘The line from this point is thus 
described in the report of my principal assistant: 

** Following the Clearfield creek to Water’s saw mill, at the junc- 
tion of the Beaver Dam branch, the line is traced up the Branch and 
by the Mud Lick fork of this branch to the dividing ridge between 
the waters of Clearfield and Chest creeks. This ridge is passed by a 
tunnel, and thence the valley of Chest creek is followed up to the 
ridge which divides the waters of the Clearfield and Chest creeks, 
and the West Branch of the Susquehanna, flowing eastwardly, from 
those of the Conemaugh and Black Lick, flowing westwardly. This 
ridge is passed near Glass’s house, and at station 696 a junction was 
effected with the Black Lick division of the Middle Route, near the 
place known as Bradley’s Burnt Cabin, about two miles north of 
Ebensburg, Cambria county. 

From the summit of the Allecheny mountain to the valley of the 
Clearfield creek, a distance of twenty miles, the character of the 
work is such as is incidental to all mountainous regions ; no difficul- 
ties other than those to be expected in such localities were encoun- 
tered. Upon the whole. this portion of the line was found rather 
more favorable than the first reconnoisance led us to expect. 

After arriving at the Clearfield creek, the line, as before stated, was 
conducted along its valley, and by the Beaver Dam branch to the 
valley of Chest creek, a distance of twenty miles. Upon the greater 
portion of this distance the work would be of a light character, and 
the gradients very easy. After entering the Beaver Dam branch, the 
line was traced upon the side of Fort Hill ridge, separating the Mud 
Lick fork from the Burnt Dam fork of the Beaver Dam, the grade 
ascending at the rate of forty-five feet per mile, for the purpose of 
overcoming the high ground intervening between these waters and . 
those of the Chest creek. The work will, in consequence, be heavier 


40 


than on the Clearfield, and includes a tunnel, one thousand yards in 
length, through the above mentioned ridge. Future examinations 
may show that this tunnel may be avoided, and a better route located 
by the Clearfield creek, a branch of which heads within a short dis- 
tance of the point where the dividing ridge between the Chest and 
Conemaugh creeks was passed by our line, but the limits of our time 
did not permit us to examine this route instrumentally. From the 
tunnel to the point where our surveys terminated, a distance of twelve 
and a-half miles, the ground is broken and undulating, and the grad- 
ing consequently of an expensive character. ‘These ridges being im 
fact spurs of the Allegheny mountain, the work possesses the general 
characteristics of mountain work, somewhat modified it is true, but 
still virtually the same. ‘The height of the natural summit passed 
near Ekteasburg isz2,136 feet above tide, and the total distance from 
Harrisburg by the Muncy Mountain line, to the junction with the 
line surveyed on the Black Lick, is two hundred and thirty-six miles. 
Total distance of the Northern Route, by the West Branch of the 
Susquehanna, Bald Eagle, Conemaugh and Black Lick, from Harris- 
burg to Pittsburg, is 320.61 miles. 


4l 


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47 


SOUTHERN ROUTE. 


The surveys for this route were commenced under the superin- 
tendence of Mr. J. A. Roebling, Principal Assistant Engineer, on the 
22d August, 1839, at Pittsburg. 

In my report of December 24, 1839, I stated that the position of a 
depot, and the entrance of a railroad into a city so rapidly increasing 
in population and extent as Pittsburg, would present considerations 
of so much importance, and will require so much time, and so many 
surveys and comparisons to determine which of the routes proposed 
would prove most advantageous to the city, and to the railroad, that 
I will confine my remarks upon this subject, simply to the fact, that 
all the routes examined and surveyed have been found favorable. 

The line is therefore commenced at Two Mile run, near the city 
line, and is traced nine miles along the eastern side of the Mononga- 
hela river to a point near the mouth of Turtle creek. The gradua- 
tion was assumed at a level, with an elevation of forty-five feet above 
the river, and fixed with a view of better accommodating the line to 
the extensive river flats. 

The only works beyond-the ordinary graduation of a railroad 
which occur on this portion of the line are the embankments over 
Graff’s run, Three Mile run, Four Mile run, and Nine Mile run. 
The expense of these works may be reduced by sacrificing the level, 
and adopting undulating gradients. 

Leaving the Monongahela, the valley of Turtle creek is then oc- 
cupied to the mouth of Brush creek, 14.10 miles from Pittsburg, 
the line still continuing with a level grade. About one mile above 
the mouth of Turtle creek, its valley is much contracted; here the 
stream is crossed with a viaduct of one hundred and ten feet in length. 
The southern side of the creek is then followed by the line to its junc- 
tion with Brush creek over favorable ground. 

After leaving Turtle creek the line follows the valley of Big Brush 
ereek to its junction with the Little Brush creek, thence the whole 
extent of the valley formed by the last named stream to Barclay’s 
summit, a distance of thirteen miles from the junction of Brush creek 
and Turtle creek. 

The course of the Brush creek is so very crooked and its valley 
so contracted, that the location of this part of the line was attended 
with much difficulty. ‘To follow the course of the stream itself was 
altogether inadmissable, as such a line would form an uninterrupted 
series of reversed curves, with a distance disproportionably increased. 

In locating the line the distance has been shortened, and the line 
straightened by cutting off nearly all the bends made by the tortuous 
windings of the stream. This, however, could not be effected without 
crossing the creek frequently, and resorting to heavy embankments 


48 


and deep cuts or tunnels, as this appears from the saving of distance 
and superstructure, and also in working the road when finished, to be 
the most economical plan in the end. 

The appearance of the rock at the points where tunnels have been 
projected, induces the belief that its solidity will prevent the necessity 
of arching. 

The grades have been arranged, and the estimates made with the 
view of corm off many of these bends by tunnels, as it appears 


from actual calculation that the diminution of distance, (by which a~ 


great saving will be effected in the length of track to be constructed, 
and in the annual renewals and repairs of the track,) makes it the 
inost economical plan upon which the road could be located. 

Six tunnels occur in the following order on the line located from 
the Two Mile run at Pittsburg, to Greensburg, viz :-—Through 
Stewart’s hill, Carpenter’s hill, Helman’s hill, Rowan’s hill, Weag- 
ley’s hill, and one through Barclay’ Ss summit. 


The crossings of the creek will require twelve viaducts of single’ 


spans, from forty- -five to sixty feet in width. 
Paling into consideration the directness of the route, and the coun- 
try traversed by the line, the grades are very favorable—rising from 


& 


ten to forty feet per mile. ‘I'he latter grade is used to overcome 
Barclay’s summit, which divides one of the branches of the Little | 


Brush creek from a branch of the Sewickly. 
The valley of the Sewickly now forms the guide for our line to 
Barnhard’s summit, which divides a branch of this stream from one 


of the branches of the Crabtree. Four expensive viaducts of consi- 
derable elevation will be required on this portion of the route to cross — 


as many. branches of the Sewickly. 


The town of Greensburg is situated on a ridge separating the” 


north and west branches of the Sewickly. The valleys of these 
streams will be passed at an elevation of from sixty to eighty feet. 
‘The line as located passes under the main street in Greensburg by # 
short tunnel. 


Of the main lines traced in the vicinity of Greensburg, the route. 
here described appears the only practicable one for passing through 


the town; at the same time it possesses the advantage of being the 


most direct course to the Loyalhanna. The route by Hannastown is 


somewhat longer, but has the advantage in point of gradients and 


also of being the least expensive. 
The most proper elevation at which the branches of the Sewickly 


should be crossed can only be determined by comparative estimates — 


of different grade lines. That traced at inclinations of forty-five feet 
per mile, has been found by the estimates already made to be but 


$3,000 cheaper than the line traced with gradients of forty feet per 


mile. This small difference cannot be put in competition with the 


advantage gained by lower grades. ‘The tunnel line has therefore — 


been preferred. 


After crossing the north branch of Sewickly, the grade commences” 


ascending towards Barnhard’s summit. A side hill is followed for — 


49 


some distance, and another branch of the Sewickly crossed. ‘Thence 
a very gentle and regular slope is occupied until the summit is 
attained. 

By following the northern slope of the western extension of the 
Whortleberry ridge, which divides the waters of the Sewickly from 
those of the Crabtree, and Fourteen Mile run, the numerous branches 
of the Crabtree are headed and crossed, and the line is carried from 
Barnhard’s summit to Merkel’s summit, a distance of two and a-half 
miles, with an ascending grade of twenty-two feet per mile. 

On this section of the route the numerous ravines which intersect 
the line will cause some heavy cuttings and embankments. 

The grade through Merkel’s summit is arranged so as to pass by a: 
tunnel, for the same reasons as assigned in the passage of Barclay’s 
summit. 

The line now descends along the northern slope of the Fourteen 
Mile run with a grade of forty feet per mile, until the valley of the 
Loyalhanna is reached. 

The Fourteen Mile run is a tributary of the Loyalhanna, and is 
crossed at a point below the abrupt turn it takes towards the latter 
stream. At this crossing a viaduct will be required one thousand feet 
in length, and from sixty to seventy feet high. 

The Loyalhanna is crossed below Baldridge’s mill by a viaduct of 
moderate dimensions, and the line is then continued on the extensive 
flats on the northern side of the stream, where, for nearly two miles, 
the construction of the road bed will be easy and of the least expen- 
sive character. ‘The whole course of the line from Merkel’s summit 
to the Loyalhanna is very direct. 

The most prominent difficulties between Pittsburg and the Laurel 
hill are passed as soon as the valley of the Loyalhanna is reached ; 
and the foot of that mountain is approached by following the river to 
its junction with the Laughlinstown branch. This latter stream is 
then pursued to Laughlinstown, at the western base of Laurel hill. 

The whole of the route from the first passage of the Loyalhanna 
to Laughlinstown, a distance of twelve miles, is of a favorable char- 
acter in point of direction, grade and expense. 

The northern side of the Loyalhanna will be occupied through the 
whole extent of the gap formed by this stream through the Chesnut 
ridge, and the line pursues the same side until the town of Ligonier 
is passed. Rock cuttings for short distances will occur through the 
ridge, and protection walls will be required at a few points to secure 
the slopes from the effect of floods. 

The grade is suited as nearly as possible to the natural rise of the 
flats, from the Chesnut ridge to the junction of the Laughlinstown 
branch. Here an extensive embankment across the valley is required 
in order to gain the elevation necessary to overcome the natural fall 
of the last mentioned stream, which exceeds fifty feet per mile. 

‘The ascent from Baldridge’s mill to this point varies from five to 
thirty-five feet per mile, and the last two miles to Laughlinstown will 
require a rise of forty-five per mile. 

SURVEYS.—4. 


50 


By the gentle slope of the northern side of the Laughlinstown 
pranch, the line is continued to the western ead of Laughlinstown in 
nearly one straight line. 

The distance from the Two Mile run, at Pittsburg, to Laughlins- 
town, is fifty-two miles. A review of the accompanying table of 
gradients, shows that fourteen miles of the whole distance have been 
located level, nine miles at from nine to fourteen feet per mile, ten 
miles at from fourteen to thirty feet per mile, seventeen miles at from 
thirty-three to forty feet per mile, and two miles at forty-five feet per 
mile. 

Before continuing the description of the Southern Route, I will 
here notice the Hannastown route, which has been located from the 
junction of the Big Branch and Little Branch of Bush creek to 
Barnhard’s summit. ‘This route was discovered and surveyed while 
endeavoring to obviate the objectionable features upon the Greens- 
burg route. 3 

This line was traced up the Big Branch of Brush creek to Gan- 
gover’s summit, dividing the Brush creek from the Sewickly ; then, 
crossing from this summit to the summit immediately adjoining, 
which divides the Sewickly from the Crabtree, the line is continued 
along the northern slope of the Hannastown ridge for the purpose of 
heading the different branches of the Crabtree. About half a mile 
west of Hannastown, this ridge is crossed with a moderate cutting, 
and the line continued in a very direct course to Barnhard’s, passing 
a few stations south of Hannastown, and following the centre of the 
same dividing ground which parts the heads of the Sewickly from the 
heads of the Crabtree. 

Although this route is one-third of a mile longer than the Greens- 
burg route, it is preferable, (as has already been stated,) both in point 
of grades and its economical construction, and three viaducts and the 
tunnel through Barclay’s summit will be dispensed with. 

A full statement of the different advantages and comparative merits 
of these routes will be given in my final report. ‘Ihe maps, profiles 

-and estimates of these routes are already finished. : 3 

The line as located from Pittsburg to Laughlinstown through 
Greensburg, does not differ very materially from that surveyed by 
Mr. Hage, in 1838, in course and distance, with the exception of the 
Hannastown route. A material improvement in the grades, how- 
ever, has been effected by the last survey. . | 

Along the western side of the Laurel hill from Laughlinstown to 
the summit, a line was located by Mr. Hage, with a distance of 
twenty-six miles, and an ascent varying from twenty to sixty feet 
per mile. Many objectionable curves occur on this line where the 
ravines which break into the mountain slope are necessarily crossed. 

In order to improve this portion of the Southern Route several 
lines have been surveyed from the foot to the summit of Laurel 
hill, which resulted iu the adoption of the route which commences 
at the lower end of Laughlinstown, thence following the slope of the - 
Washington Furnace run for some distance, crosses this run, occupies 


51 


part of the northern side of the ridge dividing the Westmoreland 
Furnace run from the Laughlinstown branch, and crossing this ridge, 
pursues the northern slope of the former stream until the grade 
approaches within fifty feet of the bottom of its northern branch, 
then crossing it and winding around the Fork hill, turns up the 
northern side of the south branch to its head, where the summit is 
reached about one mile south of the summit crossed by Mr. Hage. 

The distance of this line as located, is 12.50 miles, 13.50 miles 
jess than the line tracead by Mr. Hage. ‘he grades which were 
found best adapted to the economical construction of a railroad on 
this side of the mountain ranged as high as one hundred and ten feet 
per mile. 

From the summit of the faurel hill to the foot of Ray’s hill, 
where the Raystown branch of the Juniata is crossed, the main 
features of the line, as surveyed in 1838, have been adopted. 

As our operations were limited by the amount of funds appro- 
priated, I did not deem it prudent to bestow our labor and time on 
any portion of the route which did not appear to be capable of very 
great improvement both in distance and grade. 

It appears that the eastern descent of the Laurel hill has been 
effected by Mr. Hage in a very direct manner, and not susceptible 
of much reduction in distance by adopting higher gradients. 

The line traced in 1838, from the Laurel hill to the Allegheny 
mountain occupies the high ground dividing the waters of the 
Conemaugh from those of the Youghioglieny, and appears to be 
the only practicable route between the two mountains. 

‘These remarks refer to the general course of the line. ‘The 
detailed arrangements may indeed be found capable of much im- 
provement by further surveys, as. was the case from Pittsburg to 
the Laurel hill. 

No alteration of consequence can be made in the line ascending 
the western slope of the Allegheny mountain. 

‘The eastern descent was effected by Mr. Hage by crossing the 
ravine of Deeter’s run, following down the Dry Ridge, (a spur of 
the Allegheny,) for some distance, and attaining the foot of Buffalo 
mountain at the Raystown branch of the Juniata by cescending the 
valley of Buffalo creek. 

There are reasons to believe that by adopting a different system of 
gradients, another route may be pursued by which the summit of 
the Allegheny can be attained from the east, in less distance and in a 
manner more favorable. ‘This, however, can only be ascertained by 
actual survey. . 

The valley of the Raystown branch of the Juniata offers a natural 
opening for the passage of a railroad from Will’s mountain to Ray’s 
hili.. The line surveyed in 1838, pursues this valley to the mouth 
of Bloody» run, turns up this stream, descends Woodcock valley, 
then crosses the Raystown branch of the Juniata, some distance 
below the Great Bend, and ascending Ground Hog valley, passes 
over its summit to Well’s valley by a tunnel twelve hundred feet 
long. ; 


52 


This portion of Mr. Hage’s route may be shortened 3.50 miles 
by pursuing the Raystown branch of the Juniata to the Crossings, 
and then following up Tub Mill run to the foot of Ray’s hill. A 
tunnel half a mile long through the summit ridge which divides the 
waters of ‘Tub Mill from the head of Well’s valley, will be required 
in the passage of Rays’ hill. Well’s valley is then pursued until — 
Mr. Hage’s line is again intersected. 

A tunnel line over the summit of Ray’s hill has been located with 
this view, and found practicable. | . 

The general course of Mr. Hage’s line from Wells’ valley to 
Chambersburg, appears to be the only one which the great natural 
obstacles to be surmounted will allow to be pursued for a railroad, 
without resorting to inclined planes or to gradients so high as to 
prevent the advantageous employment of locomotive power. 

The greatest barrier on this portion of the route is Cove mountain. 
‘The average elevation of its summit is 2,150 feet above tide. The 
summit of the Chambersburg turnpike, where it crosses the mountain, 
is 2,107 feet. 

From the report of Mr. Hage, it appears that the elevation of 
Corwan’s Gap, where his line passes the summit, is 1,217 feet above 
tide ; therefore, 933 feet lower than the average elevation of the crest 
of the mountain. Cowan’s Gap offers the only opportunity for pas- 
sing Cove mountain with a railroad, and the distance down the eastern 
slope to Loudon, cannot be reduced materially by adopting higher 
gradients, without pursuing a more northern course from Cove moun- 
tain to Chambersburg, and leaving the natural slopes formed by the 
waters of the Conococheague. 

This attempt was made by Mr. Hage, but the result proved un- 
favorable, owing to the undulating character of the country passed by 
the line. 

Believing that the portion of the route surveyed by Mr. Hage, 
from Wells’ valley, to Chambersburg, will not undergo material 
alterations by future surveys, I have adopted the data furnished in 
his report for this part of the Southern Route. 

The whole distance from Two Mile run, at Pittsburg, to the depot 
of the Cumberland Valley railroad, at Chambersburg, as surveyed by 


Mr. Hage, is = - - 2393 miles. 
Saving of distance on the western slope of Laurel 

hill, by the adoption of high grades, 133 
Saving of distance from Bloody run to Wells’ valley, 34 

cmt ag 

Distance from Pittsburg to Chambersburg, 2225 
Add distance from Chambersburg to Harrisburg, by the 

Cumberland Valley railroad, 52 


Total distance from Harrisburg to Pittsburg, 2742 miles. 


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PRELIMINARY REPORT 


ON THE 


SURVEY FOR A M‘ADAMIZED ROAD 


FROM 


LAUGHLINSTOWN TO CHAMBERSBURG. 


‘The great importance attached to this road induced me to direct 
Mr. Roebling, (the principal assistant detailed for this duty,) to con- 
duct the survey in precisely the same manner in which our railroad 
surveys had been made, and to establish a regular system of gradi- 
ents, in no instance, if practicable, to exceed an inclination of two 
and a-half degrees, or two hundred and thirty feet per mile. It was 
expected that a road passing over the Laurel hill, Allegheny moun- 
tain, Ray’s hill, Sideling hill, Scrub and Cove mountains, with such 
light gradients, would naturally exceed in distance the old turnpike, 
which is carried over the mountains with inclinations of four and a 
half and five degrees. ‘Ihe increase of distance, however, has fallen 
far below our first calculations, as by the line located this increase is 
found to be only eleven miles. 

From the great care with which the lines have been surveyed, it is 
believed that the best route for a M*Adamized road between Laugh- 
linstown and Loudon has been traced. ‘The interest of the towns 
and villages along the old turnpike may operate in some instances to 
change the direction of the line surveyed, but as no intermediate 
points were fixed by the act authorising the survey, the route was 
chosen which was the best and most direct, without any reference 
whatever to the old turnpike. 

In my final report it is my intention to notice at length where the 
road may deviate from its located course, in order that it may pass 
through the towns and villages on the old turnpike. The maps 
which will be handed to your Board, with that report, will show the 
course of the old turnpike and the projected M‘Adamized road, 
together with all the proposed intersections and points of divergence. 

The surveys this year commenced on the summit of Laurel hill, 
as a line for a M‘Adamized road from Laughlinstown to the summit, 
had been surveyed the previous year whilst tracing experimental 
lines for the railroad. 

The line crosses the old turnpike at the summit of Laurel hill, and 


o7 


turning south, does not again touch it until it arrives at the summit 
of the Allegheny mountain. 

The peculiar features of Somerset county, which have directed the 
general course of the route lying between the two mountains, and of 
which I shall take an opportunity of describing more in detail in my 
final report, caused the general course of the line to pass nearly par- 
allel with the old turnpike at a distance of about two miles. 

Mr. Roebling thus describes the surveys in his communication to 
me last October : 

Our line descends the eastern slope of the Laurel hill with the 
maxium grade of two and a-half degrees, (or two hundred and 
thirty feet per mile,) and heads some branches of the Beaver Dam 
run which forms a branch of the Quemahoning. ‘The same valley 
conducts the line to the forks of the Quemahoning. ‘Thence a ridge 
is passed which divides the waters of the Quemahoning from those 
of Stoney ereek. A small branch of Stoney creek, also named 
Beaver run, forms a valley by which our line continues several miles 
to a neck of high table land, included by the fork which the Beaver 
run and Stoney creek form above Stoystown. This high flat is 
crossed in a favorable manner, and the passage of the Stoney creek 
effected near the mouth of Mastaller’s run. Leaving Stoney creek 
and ascending one of its branches, the Laurel run, we pass over a 
summit and descend to Clear run, another branch of Stoney creek. 
The valley of Clear run then offered the best opportunity of attain- 
ing the summit of the Allegheny mountain in a course nearly straight 
and with no grade exceeding two and a-half degrees, without losing 
any distance in consequence of grading. 

The summit of the Allegheny is passed about one and a-half miles 
south of the present turnpike. ‘The line then descending with the 
maximum grade, intersects the old turnpike at the head of the Breast- 
work run. ‘Thence the old turnpike is left to the right, and the new 
line, taking advantage of the mountain slope, descends two and a-half 
degrees to the foot of the mountain. The valley was then followed 
to Bedford, in order to avoid the Chesnut ridge and Mill ridge near 
Schellsburg. From Bedford, the valley of the Raystown Branch of 
the Juniata is pursued along the old turnpike to the Crossing. Here 
a deviation from the course of the old turnpike became again neces- 
sary, to enable us to ascend Ray’s hill without losing distance. ‘This 
has been effected in a very easy manner hy turning up the main draft 
of that ravine by which the turnpike is located. 

To convey a correct idea of the location of the line over Sideling 
hill and that most difficult ground to Scrub mountain and Scrub ridge, 
would require a more minute description than would be necessary in 
this report. Suffice it here to remark, that the whole extent of coun- 
try from the Juniata to Cove mountain, where most difficulties are 
united, has been so thoroughly examined, that I believe no better 
line ean be found than the one actually surveyed. We have obtained 
favorable lines and grades without any material increase of distance 
over the present turnpike. 


38 


The greatest obstacle on the whole route is Cove mountain, par- 
ticularly the eastern descent which amounts to fifteen hundred feet. 
‘The western ascent has been effected without much difficulty, but 
not so the eastern slope, down which the line was graded six and 
a-half miles, in order to overcome the fall. 

The line terminates at Loudon at the eastern base of Cove moun- 
tain. ‘he whole*distance from Laughlinstown is ninety-eight miles. 
The present turnpike measures eighty-seven miles, therefore eleven 
miles less. This increase of distance on the new line is altogether 
owing to the reduction of grades in passing the mountains. Between 
the mountains we have generally saved distance. 

In comparing the two lines, we should chiefly fix our attention 
upon the gradients. ‘There will he a virtual saving of distance in 
the new line of at least one-third for heavy wagoning, and of one- 
fifth to a fourth for light conveyances. A light carriage will traverse 
the new line from Laughlinstown to Loudon conveniently in twenty 
hour’s running time, provided the road is kept in good order. ‘The 
old turnpike requires at the least thirty hours. Well organized stages 
may run the whole distance from Laughlinstown to London in twelve 
hours with certainty, and without working the horses harder than they 
are worked on the present turnpike. But the great difference in favor 
of the new route becomes fully apparent, when we consider the 
increase of Joad the wagons will be capable of hauling upon the new 
line. ‘The heaviest load a good six horse team can haul over the 
present turnpike is seventy-five hundred weight. Intelligent wagon- 
ers with whom I have conversed on this subject, have assured me that 
they can load one-half more at least on a road with inclinations of 
two and a-half degrees, and drive over in less time than they do on 
the present road. 

The maps, profiles, and estimates of all the routes surveyed are 
now rapidly progressing under my direction. ‘The large map which 
was exhibited in the Hall of the Legislature last year, and upon 
which the routes, as far as they were then surveyed were delineated, 
has been this year used from motives of economy to exhibit the routes 
surveyed during the past season. ‘This map will be placed in its 
former position in a few days, when all the routes deserbed in this 
report can be easily traced, and as the data upon which the map was 
formed, has been furnished from actual surveys made by engineers 
in the State service, it is believed that it will furnish more correct 
geographical information than any map which has been made of that 
portion of the State of Pennsylvania between the waters of the Sus- 
quehanna and the Ohio river. 

I remain, gentlemen, 
With great respect, 
Your obedient servant, 
CHARLES L. SCHLATTER, 
3 Chief Engineer. 
FE.\NGINEER’s OFFICE, ; 
Alarrisburg, Jan. 9, euise 


APPENDIX. 


The following list will exhibit the distances by railroads already 
made, in progress, and contemplated, between CLeveLanp and Eri 
(on Lake Erie,) and Bosroy, New Yorx, Batrimore, and Puta- 
DELPHIA : 


Miles. 
From Boston to Albany, via the Boston and Wor- 

cester, and the Western railroad, 200 
«© Albany to Buffalo, 318 
“‘ Buffalo to Cleveland, 210 
‘¢ Boston to Cleveland, —-~— 728 miles.* 
« New York to Buffalo by the Albany railroad, 474 
‘¢ Buffalo to Cleveland, 210 
‘¢ New York to Cleveland, —-— 684 miles.7 


ss Philadelphia to Cleveland by the Pennsyl- 
vania canals and railroads, via Pittsburg and 
Beaver to Erie, and from Erie by the Lake 


to Cleveland, 682 miles. 
‘© New York to Dunkirk by the New York and 

Erie railroad, 484 
« Dunkirk to Cleveland, 170 
« New York to Cleveland, —— 654 miles. 


«© New York to Philadelphia, via the New Jer- 
sey railroads, 85 
«* Philadelphia to Cleveland by the railroads 
now in use, and by the projected railroad 
from Harrisburg to Pittsburg, 478 
“ New York to Cleveland, —— 563 miles. | 





* On the Western railroad the grades rise from sixty to eighty feet per mile. 

+ On this route the gradients rise as high as ninety feet per mile. 

+ On the New York and Erie railroad the gradients are sixty feet per mile in 
many places. 

| On the railroad from Philadelphia to Pittsburg it is now well ascertained that 
no gradient will exceed forty-five feet per mile, and the section of country lying 
between Pittshurg and Cleveland has been so thoroughly examined with a view 
to the formation of canals, that no doubt can exist of the practicability of making 
a railroad between the two points with still lower gradients than have bcen 
obtained between Pittsburg and Philadelphia. 


60 


+ 


From Philadelphia to Pittsburg by the Philadelphia 
and Columbia railroad, and the Lancaster and 
Harrisburg railroad, and by the route as sur- 


veyed in 1839 and 740, 348 
‘« Pittsburg to Cleveland, 130 
—— 478 miles. 
‘« Baltimore to Pittsburg by the Baltimore and 
Ohio railroad, 340 
‘« Pittsburg to Cleveland, 130 


‘¢ From Philadelphia to Erie, via Reading, Little 
Schuylkill, Catawissa, and Sunbury and Erie 


railroads to Erie ; Lake to Erie, as reported 
by Edward Miller, Esq., C. E. 555 miles. 


ROUTES TO ERIE. 
‘¢ Philadelphia to Blairsville by the Middle 


Route, 306 
‘« Blairsville to Freeport, 42 
‘¢ Freeport by Buffalo creek, via Meadville, to 
Erie, estimated at 130 
‘¢ Philadelphia to Erie, —-— 478 miles. 


If the above route should not prove practicable, no doubts can be 
entertained that the line of railroad could be carried by the Canal 
Route surveyed in 1826, by the Engineers employed in the State 
service, from the mouth of the Kiskiminetas to Waterford, by the 
Allegheny river and French creek. From Waterford a line has been 
located for the Sunbury and Erie railroad by Mr. Miller. By this 
route I estimate the distance from Philadelphia to Erie at 490 miles. 

It will be perceived from the foregoing statements that Philadel- 
phia has the advantage in distance over the city of New York by the 
nearest routes from Cleveland, passing through the respective States in 
which those cities are situated, of 166 miles. 

The advantage over Buston in point of distance is 250 miles. 

Baltimore is eight miles nearer than Philadelphia to Cleveland, by 
the Baltimore and Ohio railroad, but the advantage in gradients is 
decidedly in favor of the route to Philadelphia, through Ohio and 
Renee seca 








* Upon the Baltimore and Ohio railroad the gradients at two points exceed 
eighty feet per mile, and for over thirty miles are as high as sixty-six feet per mile. 


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